GEOFF ROB ISON

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

The family experience

Today, I find myself again traveling

with the EAA's B-17 bomber tour. I am
currently well into week three of my
travels with the tour, and we just got
into Denver, Colorado, yesterday. My
trip started in Seattle, Washington, and
will end in Oshkosh in another week or
so. Again, I have had the joy of meet
ing dozens upon dozens of EAA/VAA
members, as well as a bunch of former
B-17 bomber/World War II veterans.
We also continue to see a large num
ber of their family members. One such
fellow I met up with in Hillsboro, Or
egon, was born in June 1945. His father
was a tail gunner on the B-17 and was
killed in action in March of that same
year, presumably on a mission some
where over Germany. We had a grand
time offering this gentleman and his
three sons the opportunity to actually
sit in the tail gunner's position of Alu
minum Overcast for an unforgettable
photo opportunity to later be shared
with the rest of their family members
and friends. Emotions ran high when
this father and his sons actually took a
flight aboard the bomber for an unfor
gettable 30-minute experience, reliving
for a brief moment what their father
and grandfather, whom they never
knew, had experienced some 60 years
in the past. I cannot express an appro
priate level of gratitude to this fine or
ganization we all know as the EAA for
having offered me an opportunity to
volunteer my personal time with a pro
gram that so richly represents who we
are. You can view the B-l7's tour sched
ule at www. B17.org. Come see for your
self what a truly great chapter outreach
program the bomber tour is.
When you receive this issue of Vin
tage Airplane, AirVenture Oshkosh 2007
will be just a couple of weeks into the

future. It's never too late to decide to

make the pilgrimage. You've read my
encouragement to attend and volun
teer at the world's greatest sport avia
tion event. To encourage you further,
I'd like to share the words of VAA Di
rector Charlie Harris, who also serves
as the editor and chief writer of VAA
Chapter lO's newsletter.
"We are within 60 days of the 54th
EAA Convention and Exposition . .. now
called AirVenture Oshkosh! This event
is now widely recognized as the greatest
aviation event in the entire world, greater
than the Paris Air Show, greater than
Farnborough, greater than any other U.S.
aviation event.
"And, this event is primarily an ex
tension ofpure grassroots aviation. Your
editor knows perfectly well he is preach
ing to the choir, but never let us take
this event for granted. This phenomenal
event occurs but once a year, and that
time is just around the corner. It takes a
bit ofplanning to attend, travel, and ar
range accommodations, etc. so the time
is now. The dates are Monday, July 23
through Sunday, July 29. There is abso
lutely something for every aviation buff
... 700-800 Vintage airplanes parked
wing tip to wing tip in the Red Barn
area, probably half or even better of
them highly restored, judging level air
planes; 200-300 Warbird machines rep
resenting the airplanes that flew in the
military conflicts from WW-J to almost
present day; hundreds of Experimental
aircraft of every description, Ultralights,
Light Sport Aircraft, Replicas, factory
aircraft and Displays, Exhibit buildings
filled to capacity with aviation "stuff"
. .. everything you or your airplane
could ever want, and on and on! And,
every afternoon and evening Air Shows
that know no rival and evening enter

tainment at no additional charge that

even includes musical groups such as
the Beach Boys leve!! "
Many of you have heard me extol
the many virtues of spending some
quality time with us in the Vintage area
as a volunteer during the world's largest
aviation event at Oshkosh each year. As
many times as I have attempted to ap
propriately describe to you how fulfill
ing and rewarding an experience this
can be, no one has done a better job of
describing his experiences as our val
ued Vintage volunteer/member Steve
Glenn. To gain a true understanding
of what r have referred to as the "re
wards" of volunteering for EAA/Vin
tage, I strongly recommend that you
read Steve Glenn's story of his experi
ences at AirVenture over the past 19
years of volunteering with us.
No one has ever described these re
wards quite like Steve has done in the
"Members Forum" of the June 2007
edition of EAA Sport Aviation magazine.
Steve, please accept my hardy thanks
for sharing what EAA and the Vintage
organization has meant to you and
your family for all these many years of
volunteer time. We'll see you out there
on the line very soon, Steve.
r hope to see you there!
EAA AirVenture Oshkosh 2007, the
World's Greatest Aviation Celebration,
takes place July 23-29,2007.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction
for the good of aviation.
Remember, we are better together.
Join us and have it all.

VOL. 35, No. 7

2007

u L

CONTENTS

I Fe

Straight & Level

The family experience
by Geoff Robison

News

Waldron and Wooldridge's

One-of-a-Kind Travel Air
From a hangar loft to flying aloft
by Sparky Barnes Sargent

12

Volunteering at Oshkosh!
VAA volunteers are the key to a great AirVenture
by Patty "Trish" Dorlac

14

Just "Plane" Tommy

The conclusion of the three-part series of the story
of the Thomas-Morse Aircraft Corporation, Part III
by Al Kelch

20

Getting an A&P Rating

You can do it!
by Kathie Ernst

24

EAA's Swallow Biplane

A history lesson in our own airport 'backyard'
by Fred Stadler

31

Mystery Plane
by H.G. Frautschy

32

The Vintage Instructor

You're slipping
by Doug Stewart

36

Pass It to Buck
Restoration choices
by Buck Hilbert

38

Calendar

39

Classified Ads

COVERS

FRONT COVER: The only Travel Air 10-D still ftying, this Golden Age cabin monoplane was restored by Ron
Waldron and Harry Wooldridge of the Rying little River Airport community in McAlpin, Rorida. See Sparky
Barnes Sargent's story starting on page 5. EM photo by Jim Koepnick, photo plane flown by Bruce Moore.

STAFF

EAA Publisher
Tom Poberezny
Director of EAA Publications David Hipschman
H,G, Frautschy
Executive Director/Editor
Executive Assistant
Jillian Rooker
Managing Editor
Kathleen Witman
News Editor
Ric Reynolds
Photography
Jim Koepnick
Bonnie Kratz
Advertising Coordinator
Sue Anderson
Classified Ad Coordinator
Daphene VanHullum
Copy Editor
Colleen Walsh
Director of Advertising
Katrina Bradshaw
Display Adverti sing Representatives:
"Iortheast: Allen Murray

BACK COVER: The VAA Friends of the Red Barn Campaign has been helping VAA put on the best con

Phone 856-229-7180, FAX 856-229-7258, e-mail : all('wllflrray@mindsprillg.com

vention possible for the past four years. This year, we are honored to highlight the artwork of St. Louis

Southeast: Chester Baumgartner

Phone 727-532-4640, FAX 727-532-4630, . -mail: c/)(lIIm l 1lii'tllilldsprillg.com
Central: Todd Reese
Phone 800-444-9932, fAX 816-74J-6458, e-mail: /()(ldl?spc-mag .com

aviation artist Ken Kotik. If you're a Diamond Plus contributor at the $1.250 level, you're entitled to
one of Ken's prints, such as the one featured on our back cover, "Around the Storm " from Ken 's Aero
Impressions gallery. To learn more about the Friends of the Red Barn or to make a contribution, please
visit www.vintageaircraft.org and click on the Programs link. You can also contribute using the special
mailing you received last month, or simply call our office at 920-426-6110 for more information,

Mountain & Pacific: John Gibson

Phone 9J6-784-9593, e-mail: jOllIIgibsoll@Spc-mas.colII

Europe: Willi lacke

Phone +498969340213, FAX +498969340214, e-mail: lVilli@(/yillg-pages.com

VINTAGE AIRPLANE

1--,')
\ 1)

West Side
Vintage Aircraft
Camping

Antique

Parking

~
~

D
Showers

01:.,

1"",

Type Club
Parking
.,..,..
Starts at

- . - - - Row 74

t~v

Showpl~ne/~amper

oS'

Reg istration
()Hangar
Cafe

~ . . Tall Pines

- . - - - Cafe Near Ultralights

~r ))
~ r))

Theater
In The
Woods

Type Club &

Workshop Tents
(\ (\ ,/\
V Red
Barn

V V

Past Grand Champions - parked along road

VAA
and in rows 60 & 61.

Operations
Shack
VAA
Large Special
Interest
Aircraft/
Antiques

VAA PARKING No Camping

Row 62 through Row 77

Row 78

Rows 60
& 61

Comm Center

Row 50

EASTSIDE
VAA CAMPING AND PARKING - -- - - - - " ' - - - - - ' - - - ' - - ' - - - - - - - - - - - - - - ' - - - - ' - - - -
STARTS HERE,
CONTINUES TO ROW 150

To help members who fly in understand the layout of the convention area administered by VAA,
we've prepared this simplified map. As you can see, camping starts at Row 74 on the east side
of the main north/south road (Wittman Road), with the areas to the north of that line set up to
handle display-only vintage aircraft. That's why you may see open areas as you taxi south to your
camping location.
Once you arrive, you'll need to register your aircraft and/or campsite. In addition to roving
registration vehicles , there is one main aircraft registration building, located just south of the
Red Barn (see map). The EAA convention campgrounds are private campgrounds and are not
open to non-EAA members. Each campsite must be registered by a current EAA member.
If you want your aircraft to be judged by VAA volunteer judges, you need to be a current Vintage
Aircraft Association member. VAA contributes a significant portion of the costs related to
the EAA awards that are presented to the award winners. Another immediate benefit of VAA
membership is your free VAA AirVenture Oshkosh 2007 Participant Plaque , which you can
pick up in the rear of the Red Barn. EAA and VAA memberships are available at both aircraft
registration and at the membership booth located northeast of the Red Barn.
2

JULY 2007

VAA Board Expands

Contemporary Judging Category
The VAA Contemporary judging
category has been expanded to in
clude aircraft built up to December
31, 1970, from December 31, 1967.
This change, made by the EAA Vin
tage Aircraft Association's board of di
rectors, gives EAA and VAA members
who have restored many of the capa
ble personal aircraft of the late 1960s
an opportunity to participate in EAA's
world-class judging program. This
distinction also allows those aircraft
to be insured through VAA's aircraft
insurance program, administered by
AUAInc.
Effective starting with this year's
EAA AirVenture Oshkosh 2007, the
VAA's internationally recognized
judging categories are:
Antique : Aircraft built prior to
September I, 1945
Classic : September I, 1945
December 31, 1955
Contemporary: January I , 1956
December 31, 1970

New Handheld Computers to Aid

Aircraft Judging
This year's AirVenture aircraft judg
ing process has received a major up
grade ... and a new technical sponsor.
EAA member John Craparo, a senior
vice president with Hewlett-Packard
(H-P), mentioned his willingness to
help EAA in any way possible during
conversations with EAA's development
department and EAA President Tom Po
berezny. Craparo was able to introduce
Jeff Kaufman, EAA's director of bUsi
ness development, to the right folks at
H-P, which resulted in EAA receiving a
considerable discount from H-P on the
purchase of 150 of the company's iPaq
handheld computers.
After volunteer Rob Reece pro
grams the units, EAA aircraft judges
will use them to enter the scores of
each judged aircraft beginning this
year at EAA AirVenture Oshkosh.
"Since the inception of EAA's com
puterized registration program, we've
used handheld computers in this ap
plication with varying levels of suc
cess," said H.G. Frautschy, executive
director of EAA's Vintage Aircraft As

sociation, who oversaw the processes

within EAA headquarters to purchase
new units. "We're very grateful for H
P's generosity and their willingness
to make these new units available to
us. The new units will streamline the
judging process and take what is al
ready the world standard for aircraft
judging to even greater heights."
H-P is also now the new technol
ogy sponsor of the EAA Aircraft Judg
ing Program. AeroShell Flight Jacket
is the official sponsor of the judging.

Flight Planning for Your

EAA AirVenture Trip
As an EAA member (an important
part of your VAA membership), you
can use the EAA Flight Planner to
chart your trip to Wittman Field for
EAA AirVenture Oshkosh 2007. Just
click on the EAA Flight Planner link
on the left side of the home pages at
www. eaa.org or www.vintageaircraft.
org. As always, be sure you obtain the
official AirVenture notice to airmen
and become familiar with arrival
procedures. Visit www.AirVenture.
org/2007/ f/ying/ index.htmi for com
plete downloading information or to
order a hard copy.
GRASS RUNWAYS AND FUEL
Also on our VAA website, we pub
lish a list created by VAA member
Kris Kortokrax.
Kris flies a variety of old biplanes
that are more pleasant to fly when
they are flown from grass strips, and
he and his buddies from Shelbyville,
Illinois, do their best to keep the
old biplanes happy (and keep tire
wear to a minimum) by flying cross
coun try from grass strip to grass
strip . Finding fuel facilities can be
a challenge these days, and Kris has
distilled this airport information
to be useful for like-minded grass
runway-preferring pilots. This data
was current as of the beginning of
the year, and we ' d suggest calling
ahead to confirm fuel availability
and hours of operation. If you have
any changes or additions , drop us
an e-mail here at vintageaircraft@
eaa.org and we'll forward it to Kris.
Our thanks to Kris for sharing his
list. Let us know if you find it useful!

Breakfast and a Briefing

The VAA Tall Pines Cafe will be
in operation again this year with an
expanded schedule prior to conven
tion, and fly-in-style pancake break
fasts during EAA AirVenture. Starting
on Friday morning, July 20, and con
tinuing through Sunday, July 22, the
VAA Tall Pines Cafe will be open for
breakfast (6:30 - 9:30 a.m.) and din
ner (4:30 - 7:30 p.m.). Starting Mon
day, July 23, only breakfast will be
served at the Tall Pines Cafe (6-9:30
a.m.). Just to the north, an FAA Flight
Service Station (FSS) trailer will be
located near the cafe. At the trailer,
which will be north of the VAA Tall
Pines Cafe, you'll be able to check
the weather for your flight and ob
tain a full briefing from FSS special
ists without having to trek up to the
FAA Building near the control tower.
We'll see you there each morning for
"breakfast and a briefing."

Are You a Friend of

the VAA Red Barn?
If so, be sure to check in at the in
formation desk at the VAA Red Barn.
There, we'll issue you a special name
badge. We can also point out the lo
cation for the Ford Tri-Motor rides.
If you have any questions, feel free
to ask for Jillian Rooker, the VAA ad
ministrative assistant. If you need to
reach her in advance of your arrival,
call her at EAA headquarters, 920
426-6110.
Our thanks to each of you who
have contributed to the VAA Friends
of the Red Barn 2007 campaign. We'll
have the list of contributors in next
month's edition of Vintage Airplane!

VAA Message Center

If you would like to leave a mes
sage for people you know who fre
quent the VAA Red Barn, stop by
the information desk. You can write
them a message in our "notebook
on a string," and we'll post their
name on the marker board so they'll
know there's a message waiting for
them . Sure, cellular phones and
walkie-talkies are great, but some
times nothing works better than a
hand-scribbled note!
VINTA GE A I RPLA NE

VAA Picnic
Tickets for the Wednesday, July 25,
annual VAA picnic held at the Nature
Center will be available for sale at the
VAA Red Barn. Tickets must be pur
chased in advance so we know how
much food to order. Tickets will be on
sale at the VAA Red Barn prior to the
start of EAA AirVenture. The delicious
meal will be served after 5:30 p .m.
Trams will begin leaving the VAA Red
Barn around 5 p.m. and will make re
turn trips after the picnic. Type clubs
may hold their annual banquets dur
ing the picnic. Call Jeannie Hill (815
943-7205), and she will reserve seating
so your type club can sit together.

Shawano Fly-Out
The annual fly-out to Shawano is Sat
urday, July 28. The sign-up sheet will be
at the desk at the VAA Red Bam, and the
briefing will be at 7 a.m. the morning of
the fly-out. The community of Shawano
is a big supporter of VAA and puts forth
a lot of effort to sponsor this event. It
does a great job, and we hope you'll help
us thank Shawano by joining us.

VAA Red Barn Store

The VAA Red Bam Store, chock-full
of VAA logo merchandise and other
great gear, will be open with expanded
hours all week long, Monday through
Saturday, 8 a.m. until 6 p.m. EarJy
bird arrivals can shop on the previous
weekend as well, during limited hours.
Show your VAA membership card (or
your receipt showing you joined VAA
at the convention), and you'll receive
a 10 percent discount.
On Friday, July 28, from 7 p.m . to
9 p.m., there will be a special VAA
members-only sale. Bring yo ur VAA
card, and you'll receive an additional
discount on specially priced merch an
dise. See you there!

VAA Volunteer Opportunities

Are yo u an ace pancake flipper ?
If you' re not one yet, we can help !

The VAA Tall Pines Cafe is looking

for volunteers who can help provide
a hearty breakfast to all the hungry
campers on the south end of Witt
man Field. If you could lend a hand
for a morning or two, we'd appreciate
4

JULY 2007

it. If that's not your cup of tea , feel

free to check with the VAA volunteer
center, located just to the northeast of
the Red Barn. The volunteers who op
erate the booth will be happy to tell
yo u when your help is needed each
day. It doesn't matter if it's just for
a few hours or for a few days-we'd
love to have your helping hands!

Designated Smoking Areas

Near Flightline
Smoking on the flightline at EAA
AirVenture is prohibited because it's a
hazard to all aircraft. There are several
deSignated smoking areas with butt
cans along the flightline, well away
from aircraft and refueling operations.
Designated smoking areas will be
south of the ultralight runway; near
the Hangar Cafe; near the Warbird
area (northeast comer of Audrey Lane
and Eide Avenue); the Wearhouse flag
pole area; the shade pavilion north of
the control tower; and near the Ultra
light Barn. Locations will be indicated
on EAA's free convention grounds
map. The admission wristband also in
structs visitors that smoking is allowed
only in designated smoking areas.

More on the Web

Visit www.AirVenture.org for more
information on EAA AirVenture
2007.
- Admission and hours: www.air
venture .org/2007/planning/admiss ion.
html
-Find or share a ride to Oshkosh :
www.airventure.org/rideshare/default.
asp
- Site maps: http://www.a irventure.
org/2007/planning/forms_schedules.
html
- Forum schedules: www.airventure.
org/2007/events/forums.html
- Accommodations: www.airventure.
org/ 200 7/planning/where_to_stay.
html
-Discounts on airfare: www.
a irven ture.org/200 7/(lying/airline_
discounts.html
-Get the NOTAM: www.airven
ture.org/2007/(lying/index .html
-AirVenture Planning Guide :
www.airventure.org/2007/planning/
07planning-suide.pdf
-Alternate airports and stops to
and from Oshkosh: www.airventure.
org/2007/(lying/altemate_airports.html

WHAT OUR MEMBERS

ARE RESTORING

1948 LUSCOMBE 86

WHAT OUR MEMB ERS AR E RESTORING

Are you nearing completion of a restoration? Or is it done and you're busy
flying and showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch
print from a commercial source (no home printers, please-those prints just don't
scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel
(or higher) digital camera is fine. You can burn photos to a CD, or if you 're on a
high-speed Internet connection, you can e-mail them along with a text-only or Word
document describing your airplane. (If your e-mail program asks if you'd like to
make the photos smaller, say no. ) For more tips on creating photos we can publish,
visit VAA's website at www.vintageaircraft.org. Check the News page for a hyperlink
to Want To Send Us A Photograph?
For more information, you can also e-mail us at vintageaircraft@eaa.orgor call
us at 920426-4825.

BY SPARKY BARNES SARGENT

hat do you get when

you have two an
tique-airplane bud
dies who just can't
say no to a one-of-a
kind restoration project? Why, if those
buddies are next-door neighbors Ron
Waldron and Harry Wooldridge of the
Flying Little River Airport community
in McAlpin, Florida, you get a Sil
ver Age Champion, according to the
judges this year at the Sun 'n Fun Fly
In at Lakeland, Florida. Their project?
A handsome 1929 Travel Air Model
lO-D. It's the only one known to exist
today of the few originally manufac-

tured by the Travel Air Co., in Wich

ita, Kansas. And with its prominent
windshield and sturdy outrigger gear,
the 8-foot 8-inch tall Travel Air is a
real standout on the flightline.
The Model10-D is just one of those
airplanes; you know the kind. You're
not really looking for another project,
and then here it comes, flying head
long into your heart, your shop, and
your wallet. You yield to its wishes,
learn what it needs to become whole
again, and begin the laborious and
rewarding process of breathing new
life into its old steel tubing and wood
wings. And then one glorious day-

which happened to be July 25, 2006,

for Waldron and Wooldridge-it gra
ciously and gallantly rewards your
efforts as you lift the mains from the
sod and upward you climb together,
rising upon the wings of your labor.

Bit 0' Histo.. y

The Model lO-D came to Waldron
in a roundabout sort of way. The story
began when Waldron , persuaded by
his friend Jim Ward, went to El Ca
jon, California, to look at a 1929
Curtiss-Wright Robin project that
Charlotte Nelson had for sale. Wal
dron looked it over and liked what he
VINTAGE AIRPLANE

rv.Ol<o

Travel Air
!flllr p/oce

cnbi" lIIonap/olW-

Making new cowling

around a dummy
engine.

Wing is ready to
cover.

JULY 2007

saw, so he purchased the Robin and

hauled it back to Florida. He worked
diligently to restore it and get it fly
ing again, and shared some photos
of the completed Curtiss Robin with
Nelson. She must have been pleased
with the final result because, as Wal
dron shares, "She told Jim Ward,
our mutual friend, to 'call Ron and
tell him to come get the Travel Air
10-D.' I think the Travel Air was her
husband's favorite airplane before he
died, and she had been offered quite
a bit of money for it previously, but

speed of the fast sport airplane and Whirlwind R-760 and installed a 225
also enjoys the driving relaxation pos hp Jacobs L-4/R-7SS. Fortunately, the
sible in the larger and normally more original Wright engine stayed with the
stable ships." It was also advertised as airplane as the Model lO-D changed
having a cruising speed of 110 mph, owners, and aside from some missing
and a high speed of 130 mph, and a parts and pieces-such as the seats,
landing speed of SO mph. Historian windscreen, and instruments-it was
Joseph Juptner states in U.S. Civil Air a "pretty complete airplane when we
craft, Volume 3 that "from a casual saw it the first time in El Cajon," re
comparison of the two, it is easy to calls Waldron, adding with a chuckle,
see that the Model 10 laid the ground "but on the way out to get it, I said to
work for the Model 15 Curtiss-Wright my friend, Harry Wooldridge, 'I'm not
'Sedan' that was developed a year or going to buy this project if it doesn't
so later." So the Model lO-D, though have a prop,' because I'd had such a
of short production run, secured its hard time finding one for the Robin.
So we got out there and they drug the
own niche in aviation history.
According to Waldron, NC418N prop down out of the loft! Just looking
s/nl0-2011 was manufactured "in at it, it looked fantastic. We bought
1929 as far as we know; only 11 the airplane, loaded everything up,
Model 10-Ds were built. I talked to and hauled it back home to Florida.
Smithsonian a few times and quite a Then we sent the prop to the prop
few other people, and it seems that shop, and they found corrosion in the
three airplanes went to Mexico in the shank. So there I was, back in the mar
-Harry Wooldridge 1930s, three crashed and were taken ket for an expensive Hamilton Stan
off the FAA rolls, and we don't know dard ground-adjustable prop."
what happened to the others."
In August 1930, the Travel Air Co. Resto..ation Tealft
sold NC418N to Herman Carus of Il
Both Waldron and Wooldridge en
linois for the sum of $5,500. In March joy working on old airplanes. Wal
1944, Julio Corsini became its owner dron has restored several Stearmans
for a short while until Albert Carstens and built a Travel Air 4000 replica ,
bought it the following year. In May and Wooldridge has built several rep
1946, the airplane flew away from Il licas, including a Siemens-Schuckert
linois when Donald Briscoe of Idaho and a Nieuport 28. Wooldridge says
bought it. It changed hands five more that restoring the Model 10-D was
times in Idaho, culminating with Dean "pretty easy; it was designed in the
Wilson's purchase in September 1963.
1920s, so everything was old tech
is
Waldron had the opportunity to nology-almost like a homebuilt air
9 talk with one of the Idaho owners plane. It was just a matter of doing all
~ and says, "Apparently the guy who the work that needed to be done. We
z
~ owned it in the 19S0s was the last
just have a good time-if it's not fun,
~... one to fly it. He said he used to go we don't do it. "
~ with his son on hunting trips to the
With that attitude, they make
U mountains, and he flew it out of 800
a good team, for not only are they
she didn't want to sell it (to anyone foot strips with all their deer in it-so longstanding friends and neighbors,
else). He bought it in 1970 and died the plane can get off the ground with but they each have their own areas
in 1978, so the Travel Air had been a load in it. The last airworthiness of expertise. Wooldridge put his gas
hanging up in the loft in her hangar certificate was issued in 1955, and the welding skills to work on the fuse
for more than 30 years."
paperwork with that said it had a to lage, while Waldron started working
The larger Travel Air Model 6000 tal time of 1,050 hours. "
on the spruce wing ribs and spars
preceded the Model 10-D, and in
In 1970, NC418N left Idaho for and wingtip bows. "The metal lead
a company ad of the era, the 10-D California (via highway) when Spen .ing edges and spars were in good
monoplane was touted as filling "the cer Nelson bought it and took it to El shape because it was dry in California
needs of the traveling executive who Cajon. Throughout NC418N's life, it where they were stored. By the time I
wishes to fly personally, also of the experienced its share of wingtip, strut, got the wings done, Harry was done
mail or express line operator....The and prop repairs, and in 1953 its owner with the fuselage, so he started cov
owner has at his command all the removed the original 2S0-hp Wright ering the wings with Ceconite, and I

"We just have a

goodtime

if it's Dot fUD,

we dOD't do it."

VINTAGE AIRPLANE

Stylish cowling latches.

...z
w

C!)

0::

;;;
(/)

Z
0::

a'i
~

0::

(/)

~
(/)

1929

10-D

~
~ ~--------------------------------~
This logo is embroidered on the rear seat.
:I:

Each wing root fuel tank holds 35 gallons.

The 30-by-S main landing gear facili

tates smooth landings. Tall wheels like
these were a necessity on the grass
field airports so prevalent during the
golden age of aviation.

The 10-D's instrument panel.

started putting new wood fairings on

the fuselage and fitting plywood in
the interior."
Since there weren't any seats with
the 10-D project, they fabricated their
own. Wooldridge welded the frames
and they shipped the front seats to
a company in California that in
stalled wicker on the seat backs. To
enhance cabin comfort, the twosome
8

JULY 2007

decided to use cushions for the seat

bottoms and the bench seat in the
back-which, incidentally, has some
hidden storage space beneath it in
addition to the compartment behind
the seat, which carries 125 pounds of
baggage. And they hired a local shop
to upholster the entire interior in a
soft two-tone gray, complete with the
Travel Air logo tastefully embroidered

in green on the rear seat back.

Speaking of seats, Waldron con
fesses with a laugh that when he flew
the 10-D, his "knees were up around
my chin; there's not much room for
a 6-foot 3-inch person up there. But
it's really a neat old airplane-I wish
I was a little bit younger and smaller
so I could fly it more. I have a hard
time getting in and out of it with bad

Note the adiustable horizontal stabilizer, including the exposed

mechanism below the fuselage.
Here's a look inside the cowling.

knees; it's really tight."

The two men made a new instru
ment panel for the airplane by using
the old one as a pattern, and with the
help of their friend Jerry Impellezzeri
of California, they located and pur
chased the mag switch and instru
ments. The wood control wheels are
original, and Waldron suspects that
the wheels were complete circles to
begin with, but that someone along
the way cut them down to have more
legroom in the front seats.
There's a little story behind the
main landing gear wheels that are
on the Travel Air today, according
to Waldron, who recounts with a
chuckle, "Jim Ward and Spencer Nel
son were driving out through the des
ert one day, back in the 1960s, and
saw an old farm wagon. They said,
'Look at that-that looks like airplane
wheels on that wagon!' So they pulled
into the place and looked at it. Sure
enough, there were two N3N-type 30
by-5 wheels on it, so Spencer says to
the owner, 'You want to sell me those
wheels? ' And the guy says, 'Well, I'll
sell you the whole wagon for $20.'
They gave him the money, took the
wheels off, and went on their way."
The original Wright engine was

overhauled by Mike Connor in Geor

gia, according to Waldron, and in or
der to facilitate the fabrication and
fit of the engine cowling, "Connor
loaned me a dummy engine to use,
and Harry and I both did the sheet
metal work." Wooldridge painted the
Travel Air, using his tool of choice-a
high-volume, low-pressure system
to apply the Air-Tech coatings and
the final Forest Green and Diana
Cream topcoats.

Challenges
If you ask Waldron what challenges
he and Wooldridge encountered dur
ing the restoration, he responds with
out a moment's hesitation. "Money!"
he says with a good-natured laugh.
And along with that were practi
cal, mechanical challenges, such as
making the control system work.
"It's got pulleys and cables that you
can't imagine on it," says Waldron,
elaborating, "It has kind of a unique
control wheel system that's run by a
chain drive between the two wheels,
and then it 's got cables going down
from that to pulleys; it really is elabo
rate . Travel Air used two cables for up
and for down elevator, so we had to
run double cables there and then we

had to run two cables back to the rud

der and fasten them with bell cranks.
While we were at it, we made the
swiveling tail wheel into a steerable
tail wheel."
The Travel Air's trim system had
its own intricacies to be worked out.
Waldron describes it as having "an
overhead crank in the cabin con
nected to a long shaft that travels
the length of the fuselage-with four
universal joints on it-to the front
of the stabilizer where a gear turns
the trim wheel that's attached to the
stabilizer. The whole stabilizer and
the front bottom brace rods travel up
and down. It's a pretty interesting ar
rangement. Those brace rods actu
ally stick down below the fuselage,
kind of hanging out in the breeze.
But back then, they weren't worried
about streamlining."
The Model 10-D's wingspan is 43
feet 6 inches, and the wing installa
tion process posed another challenge.
They were quite heavy, due to the all
wood construction and the large fuel
tank (35-ga llon capacity) inside each
wing root, along with the fabric cov
ering and coatings. So Waldron and
Wooldridge devised their own instal
lation system by "having four guys
VINTAGE A IRPLANE

>-

<J)

'";;::
0::

~!r-.-..j iii

JJI!~~~E1~~ ~
t:!....~~-......;;;..:2:.....i::J

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D.

hoist the wings up and put them on

top of some scaffolding. That way, we
could roll it right up to the airplane,
and that helped."

Flying Cha..acte..istics
When it came time to test those
Travel Air wings, it was Wooldridge
who stepped through the wide door
way and settled into the pilot's seat,
while Waldron stayed by the side of the
grass runway. "Harry's a little shorter
than I am-he's 5 feet 8 inches-and
he could fit in it better than me. I let
him fly my Robin for an hour that
morning to get used to that type air
plane, and so when we got back, he got
in the Travel Air. He didn't do any taxi
testing at all-just went to the end of
the field and took off. He made a great
10 JULY 2007

landing with it, and we must have had

50 people standing out by the runway
watching that day."
Wooldridge also had the honor
of flying it down to Sun 'n Fun this
year and describes it as an honest
airplane, with no surprises in either
ground handling or in flight: "When
I first flew it, I expected it to fly like
an old airplane-heavy on the aile
rons, because you don't have any le
verage on the wheel and they don't
respond real quickly. The elevator is
easy enough to handle, and during
takeoffs and landings, it tracks down
the runway with no problem at all.
I think by the time I look at the air
speed while taking off, I'm probably
showing around 60 mph and I'm air
borne at that time . The visibility is

1E

The 10-D's
actually very good. I was surprised
because when you're sitting up there,
you're almost looking out your side
window, but you can lean forward in
the turns and look right up through
that skylight in the roof."
Landings are a pleasure, too, since
the Model lO-D has oleo-spring shock
struts in its outrigger gear and tail
wheel. Wooldridge observed that when
he was flying solo, it felt very light on
the tail during a three-point landing.
"It felt that way because when
I touched the brakes, they'd catch
suddenly and it felt like the tail was
coming up, but I think the strut
was just extending a little bit and it
wasn't actually coming up," explains
Wooldridge, adding, "The first time
I ever had anybody in the back seat,
I could tell that a little more weight
back there helped. But I can hardly
make a bad landing with that big
gear; it just settles right down and
stays there."

T ..easu..e f ..olD
Yeste..yea..
After languishing quietly for de
cades in a hangar loft, NC418N is
proudly flying through the skies once
more, its striking silhouette stark
against a crystal-blue sky. Yes , the
Travel Air Model 10-D is just one of
those airplanes-the kind that finds a
way to beguile two longtime aviation
buddies to bring it back to life. And
those at Sun 'n Fun could walk up
close to it as it basked on the flight
line in the warm Florida sun, listen to
its Wright cough and growl, and feel
the wind rip through their hair from
its prop blast as it taxied into position
for takeoff. Waldron and Wooldridge's
Model 10-0 is a cherished aeronauti
cal treasure from yesteryear.
......

eart!~~ition

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Get your personal identification number (PIN) and learn about the great value of Partner Recognition/XPlan
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LINCOLN

MERCURY

JAGUAR

oun eerln
af @c$hlte;c$h!

VAA volunteers are the key to a great AirVenture

BY PArry "TRISH" DORLAC

Have you been looking for a way

to become more involved at Osh
kosh? I know it seems ridiculous, but
have you already looked at the planes
three times and are having a hard
time explaining to friends and family
that you truly need to be at Oshkosh
for the entire week?
I have a great solution-one they
will accept handily and which will
provide you with more opportuni
ties to see even more airplanes! If you
have volunteered at Oshkosh, you are
nodding in agreement at this well
kept secret. If you have yet to volun
teer, what are you waiting for?
12

JULY 2007

I am partial to both volunteer

ing and volunteers because my hus
band and I have been a part of the
Vintage family of volunteers for al
most two decades! We are raising our
children to volunteer at AirVenture,
along with several other families who
have also made this a family tradi
tion . What a great way to prepare the
next generation and help them to
maintain the passion and love for the
experience we all have enjoyed at the
world's greatest fly-in!
In the Vintage area, I have found
volunteering to be a way to com
pletely round out my Oshkosh expe

rience. I have worked with all sorts of

amazing folks from different coun
tries and all around the United States.
I work with incredible people from all
walks of life who bring amazing tal
ents and great stories with them. The
volunteers I have worked with each
year have become my friends and ex
tended family!
There are people who fly in, drive
in, and trailer in just to work at Air
Venture. It is hard to believe at first,
but join us and I think you will soon
find out why they do this. Love for
aviation brings us to Oshkosh each
year, and becoming involved keeps us

PH OTOS H.G. FRAU TSCHY AND STEVE MAYER

there. Paul Poberezny says it best: "It's

the airplanes that bring us together,
but it 's the people that keep us com
ing back."
Anna Osborn operates our volun
teer booth on the corner, right in front
of the VAA Red Barn. If you would
like to do something extra special this
year, go see Anna. She and her awe
some crew of volunteers will help you
to sign up to volunteer in the Vintage
division . There are countless oppor
tunities for everyone. These include
flightline work (wa lkin g involved) ,
crowd control, aircraft parking, and
various general operations. No experi

ence is necessary, and training is pro

vided. The Vintage area is a great place
to be near airplanes, and to enjoy both
the sights and sounds of aviation.
Back to my opening statements .
If yo u need to explain to someone
why Oshkosh takes up so much of
your time, volunteer. I will warn you,
though. Volunteering can become
addictive. You wi ll meet people who
spend additi onal vacation time at
Oshkosh getting the place ready for
the fly-in. There are folks who spend
hundreds of hours each year volun
teering and can share countless stories
about why they keep coming back.

Still debating the idea? If you are

worried about commitment, no prob
lem. There are no timecards, sched
ules, or paychecks to worry about.
Spend as little as a few hours help
ing out, or dedicate as much time as
you want. We appreciate that you
are willing to share your hard-earned
time off with us and are grateful for
any time you spend in our area. Give
it a try! As our VAA president, Geoff
Robison, says, "VAA is about par
ticipation . Let's all pull in the same
direction for the good of aviation.
Remember, we are better together.
Join us and have it all. "
VINTAGE AIRPLANE

13

The conclusion of the three-part story

of the Thomas-Morse Aircraft Corporation

Part III

BY AL KELCH

PHOTOS FROM THE WILLIAM

T.

THOMAS, JR. COLLECTION VIA ROBERT

G.

ELLIOTT

two-part story in two 1960 issues of American Airman, ex

1982-The following three-part article on the Thomas tensively researched by Frank Strand with a great deal oforigi
Morse Aircraft Corp., although extensively edited and further nal contact with William Thomas Sr.
researched by me, should be credited to Robert G. Elliott of
Frank had permission to use all ofthe material he had gath
Daytona Beach, Florida, who sought out William T. Thomas ered to put together one more article specially tailored for Vin
Jr., still living in Daytona Beach. Mr. Thomas generously tage Airplane magazine on the Tommy-Morse Scout of World
shared pictures and recollections of his father plus some ma War I fame. For the real Tommy buffs, it would pay to seek Ollt
terial from the personal collections of Paul D. Wilson, one of his extensive two-part story in the American Airman for June
the three original test pilots. Robert submitted to me fresh ma and July 1960. Frank also did Profile No. 68 published by Pro
terial on the earlier portions of the Thomas airplane venture. file Publications Ltd., P.O. Box 26, 1A North St., Leatherhead,
On researching several older articles, I zeroed in on a wonderful Surrey, England.
REPRINTED FROM Vintage Airplane SEPTEMBER 1982
Preface

14

JULY 2007

ThomasMorse S4C fuselage final assembly before cover

Wing assembly and storage area in ThomasMorse plant.

ing. Early models had lOOhp Gnome engines; however, later

ones had 80hp Le Rhones.

ThomasMorse machine shop area. Note how all machines

Wing fabrication section in Brindley Street plant, Ithaca,

are powered by the one overhead shaft. The U.S. flag on wall New York.

has 48 stars.

The S4 had been designed prior to

the merger of the Thomas companies
and the Morse Chain Co. and was the
prototype of the famous Tommy. The
100-hp Gnome rotary was being built
in the United States by The General
Vehicle Co. of Long Island City, New
York, and was the choice of power
plants for the new S4. After successful
test flights for the Army, an order was
placed for 100 planes. Thus was born
a series of fighters that very much
resembled those being produced in Model S4B seaplane on the quiet waters of Lake Cayuga.

Europe, such as the Sopwith and Nie

uport . A new design, the S4B, with a

shorter fuselage, was designed simul

taneously with America entering the

war, and an order for 100 Scouts using

the 100-hp Gnome engine was deliv

ered in November 1917 . This plane

had a top speed of 9S mph, climbed

to 7,500 feet in 10 minutes, and had

a ceiling of 16,000 feet.

Model S4B powered with a lOO-hp

Gnome rotary engine.

Model S4C has straight trailing edge on top wing. Standard 80-hp Le Rhone en
gine. GFM machine guns were geared to fire through the propeller arc. Cam ac
tion and Conastanesco interruptor gear made this possible.

Rotary Le Rhone on S4C. Triangular-shaped metal section on fuselage side was a

means of fairing the round motor to the flat fuselage side.
16 JULY 2007

The Navy was not to be over

looked, and an identical version with
twin floats, designated the S5, was
produced but, due to the additional
drag, the Navy fighter had a lesser
rate of climb and a lower top speed.
An order was placed by the Navy for
six airplanes. A further improvement
of the S4B to the S4C and the imme
diate need for additional advanced
training planes moved the War De
partment to order 400 planes of the
new design . The major change was
the elimination of cable aileron con
trols in favor of the superior torque
tube system. Smaller ailerons and
elevators, a change to the 80-hp Le
Rhone engine, and provisions for car
rying one machine gun were also in
corporated.
The change in the engine was
prompted by the troublesome habit
of the Gnome spewing gasoline into
the cowling and catching fire in
flight. It was also reported to be more
temperamental in starting than the
Le Rhone. The Le Rhone was manu
factured by the Union Switch & Sig
nal Co. of Swissvale, Pennsylvania.
By May 1918 the Tommy was found
to be in service on nearly every
Army Airfield in the country. Addi
tional orders followed in rapid suc
cession, including an order for 150
planes placed in August, and another
for 400. These aircraft were not pro
duced, due to contract cancellation
in late 1918, after half of the parts
were made.
Somewhere between 600 and 650
S4B and S4C planes were delivered
with enough spare parts to make 200
more. Quality control during this pe
riod was far from today's standards,
with only one out of every 10 Tom
mys being flown by a company test
pilot. The best-looking Tommy, the
S4E was the last of the single-seat
ers and featured tapered wings and
a completely new set of tail surfaces.
Only one was built in late 1918, and
it was converted after the war for use
as a racing plane and was seen on the
National Air Race circuit.
This signaled the end of the single
seat Scout, which is certainly the best
known of all the Thomas-Morse air

Cowl detail on Thomas-Morse S4C. Note the smooth metal

work with beaded edges.

Two-place Model TM-23 Alert Pursuit flipped over by test

pilot Paul Wilson.

side-by-side two-seat trainer constructed

modified Scout with extended wing panels and widened fu
selage. It was completed from drawing board to flight in 29
days! Shown flying over Lake Cayuga, it was the only design
of B.D. Thomas.

Thomas-Morse Model S4E with tapered top and bottom

wings. The forward section of the fuselage was rounded to
eliminate the triangular metal fairing.

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later
Wright Field), Dayton, Ohio. McCook Field number P-259, military serial number
A.S. 68237, and the engine was a 300-hp Wright. Boeing underbid Thomas and
thus took away the successful design that could have saved Thomas!

planes and the one that will keep the

memory of the company alive. Many
other airplanes designed during this
period did not reach production but
were attempts to widen their scope
of manufacture. Th e 56 was a tandem
two-seat trainer that was said to be

one of the company's better designs,

having better performance than the
single-seat airplanes on the same 80
hp Le Rhone engine.
The 57 was also a two-place with
side-by-side seating, and the 59 was
a beefed-up version of the 56, with a

wider fuselage and the Wright radial

engine. Their engineering was getting
better, but the orders were not forth
coming.
Another similar effort to widen
Thomas -Morse's scope was the at
tempt at production of a series of
pursuit p lanes . The MB-1 using the
heavy 400-hp Liberty engine was a
h igh-wing monoplane with unusual
design, having lifting surfaces be
tween the two sets of lift struts and
an extremely stubby nose to get the
proper center of balance.
The second attempt was a bi
plane with a 44S-hp geared Liberty
engine. The third attempt in this
ser ies, the MB3, reverted back to
a single-seat fighter powered with
a 300-hp Hispano-5uiza built by
Wright-Martin. First flown in Febru
ary 1919, the MB3 had a top speed
of 163 mph and climbed to 10,000
feet in four minutes, S2 seconds. It
VI N TAGE AIRP LA N E

17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha. It
was not a winner.

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine. The aircraft was
entered in the 1921 National Air Races with poor results.

Thomas-Morse Model MB-24 Ob

servation plane. With odd
appearing shorter wing on top,
it flew with splendid perfor
mance and was easily handled,
according to test pilots.

Thomas-Morse XP-13A Viper

with 525-hp Pratt &
Whitney R-1340-9 Wasp
engine. This last pursuit type
built by Thomas-Morse was
attempted around 1930.

18

JULY 2 007

was so much better than compet

itors ' that the Air Service ordered
SO airplanes. Procurement systems
having changed , a bid was let for
200 planes, with the bids going out
to all the industry. The order to
build the MB3A was granted to the
Boeing Airplane Company of Seat
tle, Washington, due to its having
the lowest bid . This was a critical
blow to the Thomas-Morse Aircraft
Company, which never fully recov
ered. This order was also the estab
lishment of the Boeing Company
in the aircraft manufacturing busi
ness, and the Boeing-Morse MB3A
became the standard pursuit ship
of the 1920s, a stroke of fate that in
hindsight seems grossly unfair.
In the continuing struggle to sur
vive, the company designed a twin
engine airmail plane called the MB4,
powered by Hisso engines of 300 hp
and a double fuselage. This plane was
a complete failure. A continued effort
brought out two racing planes, a bi
plane called the MB6, and the MB7, a
high-wing parasol. These planes saw
action in the 1922 Pulitzer Race in
Detroit, but did not win.
The company then turned its ef
forts to developing a new version of
an all-metal airplane. The MB9 and
MB10 were two-seat trainers with in

One of the survivors. This is the 54 Scout restored by Ernie Freeman (left), and
re-restored and maintained today by his son, Roger Freeman (right). The photo
was taken at the Aerodrome '92 event in Guntersville, Alabama.

verted gull-wings and corrugated skin,

similar to the Junkers and called Fly
ing Washboards. The TM33 racer, the
TM23 pursuit plane, and an observa
tion plane called the TM24 contin
ued the effort. The TM24 was nearly a
success but, in another quirk of fate,
it failed because of the airflow being
diverted from the rudder by the gun
ner standing up in the rear cockpit.
This dealt the plane its death blow.
Once more struggling to its feet,
the company produced the OX6, an
all-metal observation plane pow
ered by a 400-hp Pratt & Whitney
engine. Six airplanes were delivered
to the Air Corps for testing and the

company continued improving the

model, with the final result being
the XO-6B pursuit, carrying a 424
hp Pratt & Whitney Wasp C engine.
It was a huge success and the final
designation was 0-19. This was the
last plane produced at Ithaca prior
to the sale of the company in Au
gust 1929 to the Consolidated Air
craft Co. of Buffalo, New York.
Success was reaped by Consoli
dation, which moved the division
to Buffalo and produced more than
170 of the 0-19 observation planes.
By this time W.T. Thomas, the origi
nal founder, had left and Larry Bell
became vice president of the corpo
ration. When Consolidated decided
to move to California in 1934, the
Thomas-Morse Division was abol
ished and many of the people went
to work for Bell Aircraft, formed by
Larry Bell.
The final bell had sounded, and
all that was left was the memory
of a very valiant fight by a spirited
group of people who created a mark
in history best remembered by the
Tommy-Morse Scout itself. Several
examples are in the hands of private
owners, including Jim Nissen from
California; "Skeeter" Carlson of Spo

kane, Washington; and, last but not

least, the one that was flown every
Sunday for years in the Rhinebeck
Aerodrome show, usually by the in
imitable Cole Palen himself.
The image of the Tommy is further
etched in history by its appearances
in innumerable movies, such as:
A Romance of the Air (1918)
Wings
The Lost Squadron
Dawn Patrol
Hell's Angels
Sky Devils
Cock of the Air
Heartbreak
The Eagle and the Hawk
Panama Flo
Story of Vernon and Irene Castle
Suzy
Capt. Eddie
Men With Wings
Lafayette Escadrille
The Great Waldo Pepper
The Amazing Howard Hughes (1978

TV movie)
So from the 1918 film A Romance
of the Air to the 1978 TV film The
Amazing Howard Hughes, Tommys
have been flying in the movies for
more than 60 years, probably lon
ger than any other aircraft. .......
VINTAGE AIRPLANE

19

Getting an

A&P Rating

You can do it!

BY KATHIE ERNST

Editor's Note: This is the first in a

three-part series on earning your FAA
airframe and powerplant mechanic's cer
tificates. There are actually a couple of
different methods one can use to earn the
ratings, and VAA member Kathie Ernst
gets us started by highlighting the pro
cess she used.-HGF

Getting an A&P Rating

Since I started flying a little over
a deca de ago, I've had a strong de
sire to get an A&P (airframe and pow
erplant) rating. I enjoyed flying so
much that I felt it was important for
me to get my mechanic's certificate as
well. Like many of you, I was work
ing, so I could n 't attend a full-time
mechan ic's school operating under
FAR Part 147. The only option left for
me was to get the required knowledge
by "practical experience" (FAR Part
6S, Subpart D) and then get the FAA's
approval to take the written exams
and th e oral and practical examina
tion s that comprise the A&P rating.
FAR 6S.77 states that:
"Each applicant for a mechanic cer
tificate or rating must present either an
appropriate graduation certificate or cer
tificate of completion from a certified
aviation maintenance technician school
or documentary evidence, satisfactory to
the Administration, or
(a) At least 18 months of practical
experience with the procedures, practices,
materials, tools, and equipment gener
ally used in constructing, maintaining,
or altering airframes, or powerplants ap
20

JULY 2007

propriate to the rating sought; or

(b) At least 30 months of practical
experience concurrently performing the
duties to both the airframe and power
plant ratings.

It is important

to note that you

can work with

more than one

mechanic. I highly

recommend doing

so because

you'll acquire a

broader base

of experience.

Now this might seem like a daunt

ing task, considering the regulation
requires 30 months of practical experi
ence, but with a little planning and per
sistence it can be accomplished. And it
will definitely be worth the effort!
Here are a few suggestions to make
the process a little easier:
Find a rated mechanic to mentor
you through this process . You may
know someone whose skills you ad-

mire-perhaps someone who is a

friend or an acquaintance. Most im
portantly, find someone who has the
interest and time to get you through
your A&P. If at all possible, find
someone who has a good working
relationship with FAA maintenance
inspectors in your area (this is impor
tant, because you need a Signature
from an FAA maintenance inspector
before you can apply to take the rat
ing exams).
It is important to note that you
can work with more than one me
chanic. I highly recommend doing so
because you'll acquire a broader base
of experience. Again, I can't stress
enough how important it is to find
A&PIIA (inspection authorization)
mechanics who totally support you
in your effort to get your rating. It's a
lot of hard work, and you don't need
anyone thwarting your efforts. Un
fortunately, you may run into some
people who will not encourage you to
pursue your ratings in this way. Don't
let them discourage you. Continue
to search out the positive people out
there who will help you succeed.
The first thing I'd recommend
is to get a notebook and start log
ging your maintenance experience.
You don 't need a special logbook;
a college notebook will suffice. You
just need something to keep track
of your maintenance activities. Ev
ery time you work with a mechanic,
write down th e date, type of aircraft
you worked on, the maintenance

you helped perform, and the time

spent on the project . Ask them to
"sign off" the work and put down
their A&P number (this will add le
gitimacy to your effort). Carry this
notebook with you anytime you're at
an airport, as you never know when
you might have the opportunity to
add to your experience.
In addition, if you've worked on
aircraft in the past, try to log that in
some format. All that time counts to
ward your 30 months' experience re
quirement. It can be challenging to
compile that list in an understandable
format; I'd suggest listing the experi
ence by aircraft type, in chronologi
cal order. Again, be sure to document
the aircraft N-number and mechan
ic's name and A&P number.
As soon as possible after you've
made your decision to broaden your
aviation knowledge and earn your
A&P, make an effort to meet with
an FAA maintenance inspector from
your local FAA flight standards dis
trict office (FSDO). Ask your me
chanic mentor for a referral, and take
the time to seek them out. A great
place to meet them is at an aircraft
maintenancejlA renewal seminar in
your area. These are generally put on
by your local FSDO and are listed on
the FAA website. More often than not,
they're held during the winter months
in the Midwest and in the northern
United States.
Some of the FAA maintenance
people are required to attend these
events, and this is a great opportu
nity to meet them. If one won't be
held anytime soon, and if you're
comfortable doing so, pick up the
phone and call the inspector at the
FSDO. Whether in person or over the
phone, introduce yourself and tell
them you're working toward your
A&P. Explain that you're doing so us
ing the practical experience require
ments as detailed in FAR 65.77, and
then ask them what they would like
to see in an A&P candidate.
For instance, do they want to see a
detailed logbook of maintenance ac
tivities, or will a letter of recommen
dation from an A&PjIA suffice? Every
FSDO is a little different, so find out

Mentors who have a positive attitude about helping you earn your mechan
ic's certificates are critical to achieving your goal. EAA member A&Pj lA
Mike Rohlman was a great help in providing Kathie Ernst the knowledge
and experience she needed to fulfill the FAA's requirement for 30 months of
experience before she could apply to take the mechanic's exams.

what the specific requirements are

in your area. Remember, you'll need
the signature of an inspector on FAA
Form 8610-2 before you can take the
oral and practical tests, so why not
ask beforehand what's expected?
Start a personal library of books
and articles dealing with mainte
nance issues . A couple of "must
haves" include a current copy of
FAA Advisory Circular 41.13, and a
copy of the latest version of the Fed
eral Aviation Regulations for aviation
maintenance technicians . ASA Pub
lications publishes a handy set titled
FAR AMT 2007 (or whatever year is
current). It includes all the FARs that
pertain to work done by A&P me
chanics, plus pertinent advisory cir
culars. Make yourself familiar with
the pertinent regulations regarding
work as an A&P.
Ask your mechanic mentor to rec
ommend reading material. There are
numerous textbooks, tapes, and mag
azines to help you acquire the basic
knowledge required of an A&P. You
can find these on the Internet or at
your local pilot shop . One publica
tion I found particularly helpful in un
derstanding piston engines was Light
Plane Maintenance, published by Bel

voir Publications, 800-424-7887, or at

www.LightPlane-Maintenance.com.

When your logbook shows you've

met the 30-month requirement,
make an appointment to meet with
an FAA maintenance inspector. Take
your maintenance logbook, letter(s)
of recommendation from the A&P/
IA mechanics with whom you 've
worked, and three copies of the ap
plication for the maintenance license
(FAA Form 8610-2).
After reviewing your paperwork,
the maintenance inspector might
sign your forms and you'll be on
your way. The inspector may, how
ever, ask you questions to verify
your experience level. Don't worry!
Just relax and answer the questions
to the best of your knowledge. Re
member, you're not expected to
know everything. If the inspector
finds you're not ready to take the
exams, he or she will suggest that
you come back with a stronger un
derstanding of those areas where
you ' re weakest. At this pOint, you
haven't failed anything; the inspec
tor is simply helping you learn the
material you need know to qualify
to take FAA exams.
Once you have your inspector's
VINTAGE AIRPLANE

2 1

What's in a Name?
The A&P rating
BY

H.G.

Within aviation, we throw around the term "A&P

FRAUTSCHY
are recognized by the FAA. A current list of FAA-accepted

rating" when it's really more than a single rating-it is

MOS ratings may be obtained through your local FAA FSDO.

two ratings , added to an airman's certificate. The actual

For more information, see the FAA website listed in the

certificate issued by the FAA is a mechanic's certificate,

resources box.

with airframe and powerplant ratings. In fact, you can earn

one or the other; you don't have to earn both ratings after
passing the Mechanic General Test.
Typically, that happens most often with mechanics
for large maintenance operations, such as an airline or
large aircraft overhaul facility. Often, mechanics who work
for these operations may choose to earn a mechanic's
certificate with an airframe or powerplant rating, since they
rarely, if ever, cross over to other mechanic's duties. That's
similar to the military's set of MOS (Military Occupational
Specialty) codes, where each area of maintenance has
specific training requirements. By the way, if you were an
aviation maintenance mechanic in the military, a portion
of your military service could count toward earning your
mechanic's certificate. Not all military MOS classifications

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approval signature on the 8610-2,

you can think about taking yo u r
exam. The approval does not expire,
~
5vOVlM
so you can take the A&P whenever
it's convenient. You'll be required to
pass separate tests for airframe and
powerplant mechanic certificates, as
well as a general test. If you have the
resources, I wou ld recommend go
ing to a prep course. For many of us,
a course like this gives us the final
push to finish the rating. Think of
it as a way to learn a bit more of the
material you'll need to know for the
tests, which you'll take at the end
of the prep course. They're admin
istered by FAA-designated mechanic
examiners. I attended the Baker's
School of Aeronautics in Nashville
and found it an efficient way to cap
off the 30 months of work and earn
the rating. Check Trade-A -Plane or
the Internet for listings of other A&P
prep schools.
Getting an A&P rating is certainly
not easy. But if you stick with it, I think
you'll find it an especially rewarding
r------------------------------------------------------------
.......
experience. I know I did!

TAiLW t-lL5
we.

Getting Your A&P Resource Guide

Here are just two of the many schools
listed when entering "A&P Mechanic's
Prep School" into Google:
Baker's School of Aeronautics
164S-M Murfreesboro Road
Nashville, TN 37217
www.BakersSchool.com
Phone: 615-361-6787 or 800-264-1787
American Ainnan Ground School Inc.
MacArUtur Plaza, Suite 260 E
4250 Veterans Memorial Highway
Holbrook, NY 11741
Phone: 6311585-5179 or SOO/4-AlR
MAN (424-7626)
E-mail: Info@amerlcanalrman.com
www.AmerlcanAlrman.com
The FAA has a page devoted to earning
one's A&P at:
www.FAA.gov/mechanlcs/become

VI N TAGE A I RPL A N E

23

EAA's

Swallow Biplane

A history lesson in our own airport 'backyard'

BY FRED STADLER

Swallow NC4028 History

The 1928 factory price for each of
three brand-new OX-5 powered Swal
low biplanes, crated and loaded in a
railroad boxcar in Wichita, Kansas:
$2,311.55. Their buyer was L&H Air
craft, an airplane dealer in Hartford,
Connecticut. One of the three Swal
lows cost an extra $50, because it had
a "booster magneto." That Swallow,
serial number 899, was destined to
24

JULY 2007

fly 79 years later at EAA's Pioneer Air

port. But before then, it was to have
many adventures.
L&H Aircraft h ad a customer for
this Swallow even before it was un
loaded from the train . Mrs. Lou Coles
Edgar, of Schenectady, New York, liked
fast cars, and in March 1928 she be
came t h e first woman in New York
state to own her own airplane. She had
her name pai nted on the Swallow's

tail, and the name Schenectady Ram

bler applied to its fuse lage . A photo

graph (above) of Edgar posing in front

of the airplane was quite a surprise to
her husband, Ellis Edgar, who felt avi
ation was too risky for a woman and
didn't know his wife had bought an
airplane! No records have been found
of Lou Edgar's flights in the Swallow,
nor even confirmation that she had a
pilot certificate. She is presumed to be

Their tillling

Lou Edgar casually leans against

the fuselage of a Waco 10.

was fortuitous;
a weel~ after

the pieces
were rellloved,
the barn
unexpectedly
collapsed!
among the earliest recreational pilots
and made advertising flights for Old
Gold cigarettes.
A year later, Lou Edgar sold her Swal
low to Chester A. Jordan and George
Wachtel]r., and the plane was moved to
Troy, New York. Less than two months
after the Swallow changed hands, it
had a tragic accident. Wachtel was tak
ing instruction from 34-year-old lieu
tenant Ellsworth G. Hayner, described
in a newspaper account as a "World
War flyer and chief pilot and instructor
for the Troy Airport." The engine failed
and the plane crashed, receiving ex
tensive damage. Wachtel crawled away
from the wreckage without assistance,
but Hayner had been mortally injured.
A newspaper reported that "Lieutenant
Hayner just before he died at the hos
pital regained sufficient strength to cry
out the words, 'George, George, give
me that stick.' He kept repeating these
words until death came."
A May 1929 letter from the De
partment of Commerce cancelled the
Swallow's registration, stating that it
had been "washed out." The damaged
pieces were moved to a barn. Almost
30 years later, Donald A. Brewster of
Poughkeepsie, New York, found them
and decided to attempt a restoration.
Cole Palen was also involved in the
project and helped move it from the
dilapidated barn. Their timing was for
tuitous; a week after the pieces were

removed, the barn unexpect

edly collapsed!
The Swallow restoration
project was apparently too
much for Brewster. In June
of 1961 he sold the pieces
to Irving Siewert Jr., a Clin
ton, Connecticut, building
contractor who loved air
plane projects. The parts were
moved to Griswold Airport in
Madison, Connecticut, where
Sherman Griswold helped
with the recovering, and his
father, John Griswold, re
paired the Curtiss OX-5 en
gine. To replace missing or
damaged landing gear parts,
Siewert welded on N3N ax
les found in a scrap pile and
added 6.50 x 20 truck tires.
He made the first test flight
on Sept 2, 1961, and 18 more
flights in the local area over
the following year. VAA mem
ber Ev Cassagneres also flew A Douglas M-l mailplane serves as
the Swallow there. Siewert en drop as Lou Edgar rests on one of the massive
joyed flying the Swallow, but wheels. The small cylinder just behind the step
loved restoring aircraft even on the cowling is a Pyrene fire extinguisher.
more. He had his eye on a cabin Waco cialized in Pratt & Whitney engines and
to rebuild and sold the Swallow for also maintained an aviation museum.
$2,200, which gave him the money to Colonel Earl G. Adams flew the Swal
buy the Waco.
low from Connecticut to Miami during
The Swallow was bought in Septem a more than 1,200-mile weeklong trip
ber 1962 by Air Carrier Engine Services with a total flying time of 24 hours, 35
(ACES) Inc. of Miami, Florida. ACES spe- minutes. The plane arrived in time for
VINTAGE AIRPLANE

25

left: Irving Siewert Jr., the Connecti

cut building contractor who loved to
restore old aircraft. Siewert acquired
the project in 1961, and, with the help
of John and Sherman Griswold, he re
stored it at the well-known Griswold
airport on the Connecticut coast.

Cole Palen helps move one of the Swallow's wing panels when Donald
Brewster of Poughkeepsie purchased the remains of the airplane.

an OX-S Club convention, which was

held in Miami on October 18-21, 1962.
Fourteen rides were given in the Swal
low on the last day of the convention.
ACES dissolved at some later time,
and the airplane became the property
of Mr. John H. McGeary Jr., although
no bill of sale was filed with the Fed
eral Aviation Administration (FAA).
In December 1976 McGeary donated
37 items to EAA. The Swallow, disas
sembled again and listed in error as a
Laird Swallow, was among the donated
items, which were transported in a
large semi-trailer from Florida to EAA
in Burlington, Wisconsin. The tail of
the Swallow fuselage wasn't properly
secured, and during the trip it hit the
top of the trailer and was damaged .
That damage was repaired before the
parts were put in storage.
Prompted by EAA Founder Paul
Poberezny, a restoration effort was
begun at EAA. Some felt that the origi
nal OX-S engine should be used, but
since the aircraft was intended for a
flight to EAA's Pioneer Airport, more
reliable components were selected to
meet current standards for flying pas
sengers. A 220-hp Continental engine
was donated by Clay Lacy to replace
the 90-hp OX-So The United Airlines
Historical Foundation provided sup
port for the restoration, and support
was given by Stits Poly-Fiber and other
companies. Although this Swallow
never carried mail, it was painted to
resemble the Swallows used by Varney
Airlines on the difficult mail route be
tween Pasco, Washington, and Elko,
Nevada. Varney later merged with
other carriers to form United Airlines.
EAA's extensive restoration was com
pleted in the fall of 2004 under the direcDon Brewster in the cockpit of the
Swallow. That same instrument panel
was still with the project when EAA
was given the airplane in late 1976.

26

JULY 2007

tion of master mechanic Gary Buettner.

Buck Hilbert, a retired United Airlines
captain and prior owner of a Varney Air
lines Swallow, performed the required
25 hours of test flights . The Swallow
is again delighting passengers, now at
EAA's Pioneer Airport, a part of EAA's
AirVenture Museum in Oshkosh, Wis
consin. Among its passengers this spring
were Lou Edgar's two granddaughters,
who are delighted that "Grandmother's
airplane" is still in the air.

ACurious Notation
A printed "his" crossed out and re
placed with a handwritten "her" on a
notary's statement more than 75 years
ago-that's what sparked my quest to
learn about the history of EAA's Swal
low. I've been honored to be a pilot for
Pioneer Airport for a number of years,
and since I had been flying passengers
in the Swallow at Pioneer Airport I be
came curious about the airplane's his
tory. Since the plane's early logbooks
were long gone, I started with the FAA's
CD copy of the plane's records. They
listed the Swallow's first owner in 1928
as Lou Edgar of Schenectady, New
York. But Lou's notarized signature had
that curious strikeout mark with the
additional "her" notation. Was the air
plane's first owner in 1928 a woman?
I tried the usual information sources.
I did Internet searches of FAA pilot re
cords and of the name and address, but
I quickly realized local help in Sche
nectady was needed. EAA is blessed
with the widest possible social net
work-EAA's extensive network of lo
cal chapters-put together long before
the Internet. So I called the president
of the EAA chapter there, Bill Mischler,
asking if someone might be interested
in researching an old airplane. By co
incidence, Mischler had already been
working with the Empire State Aero
sciences Museum on the 75th anni
versary of Schenectady Airport and
remembered seeing a photograph of an
unidentified woman standing in front
of an airplane. Mischler found the pho
tograph, and the registration number
of the airplane matched EM's airplane!
Now we had a photograph of the Swal
low as it looked in 1928, along with its
owner. But who was Lou Edgar, and

Two views of the Swallow after the Siewert/Griswold restoration in the early 19605.

why did she buy an airplane?

Genealogical research located Lou
Edgar's granddaughters, who were
amazed to learn that their grandmoth
er's airplane was still flying. They pro
vided many colorful details of the first
owner's life.
But the Swallow had more secrets
to reveal. A cryptic entry in the FAA
records indicated a serious accident
in Wynantskill, New York. A detailed
newspaper account of the 1929 acci
dent was found by a helpful librarian
in nearby Troy, New York. FAA records
described the airplane as "washed out."
They also showed the airplane's return
to airworthy status 30 years later at Gris
wold Airport in Connecticut, but with
out detail of how repairs were made.

Responding to a Vintage Airplane

magazine article last fall about another
Swallow, Cassagneres mentioned that
he had flown a Swallow, NC4028, in
Connecticut. Cassagnares' letter was
printed in the February 2007 Vintage
Airplane along with H.G. Frautschy's
observation that the same Swallow
was still flying at Pioneer Airport. Cas
sagneres graciously sent me personal
photographs of the airplane as it ap
peared in 1962, along with some in
formation about Irving Siewert, who
had done the restoration. Cassagneres
had sharp memories of the airplane,
but had lost touch with Siewert, who
had moved to Colorado.
More Internet searches found that
Irving Siewert had died in 1993. On
VI NTAGE AIRPLANE

27

a chance, I called a woman in

Colorado who might be a rela
tive. She turned out to be Siew
ert's widow and was pleased
to hear the airplane was still
flying. She had come close to
discarding her husband's re
cords and photographs of the
Swallow restoration, but had
saved them just in case some
one might need them some
day! She was glad to finally
reconnect the records with
the airplane. The photographs
added faces to the names in
the FAA records.
Another important resource
has been the United Airlines
Historical Foundation, which
helped return the Swallow to
flight status. Don Jiskra of that
group has been active in re
searching the background of
this particular Swallow.
Rediscovering the history
of NC4028 is an ongOing
project involving EAA mem
bers across the country. Every
newly discovered detail fills in
more of the Swallow's story,
but many questions remain.
Little is known about the air
plane's owner in 1962, Air
Carrier Engine Services of Mi
ami, and its later owner, Mc
Geary, who donated it to EAA.
It is hoped that other EAAers
can add detail to this part of
the story. Stay tuned!

~
;:

At the urging of EAA Founder and Chainnan of

the Board Paul Poberemy, retired EAA mas
ter mechanic Gary Buettner did the bulk of
the restoration work on the Swallow. Thanks
to the support of the United Airtines Histori
cal Foundation, and with a 220hp Continental
donated by Clay Lacy, the Swallow now graces
the skies of Oshkosh, painted in the colors of
Varney Airtines, a predecessor of United.

::0

r-------------------------------,
If you have informat ion we can add to
the Swallow's story, please contact us here
at EM Headquarters. You can e-mail us at
vintageaircraft@eaa.org, or write to us at
Vintage Airplane, EM, P.O . Box 3086, Osh
kosh, WI 54903-3086.

28 JULY 2007

NC4028

Family Reunion

by Fred Stadler

Lou Edgar's two granddaughters, Debra

Kalodikis of Syracuse, NY, and Carol
Ashbee of Toronto, Quebec Canada and
Carol's daughter Kelly during their visit
to the EAA AirVenture Museum.
30 JULY 2007

When Lou Edgar's grand

daughters learned that her
Swallow was still flying,
they decided they had to
see it. After a year of plan
ning, their trip from To
ronto to Oshkosh led
not only to a wonder
ful airplane, but also to
a Wisconsin branch of
their family they hadn't
known existed.
Sisters Debra Kalodikis of Syra
cuse, New York, and Carol Ashbee of
Toronto were joined by Carol's hus
band, Greg, and their adult daughter,
Kelly, on the 700-mile drive to Osh
kosh. On June 1 they participated in
a program at Pioneer Airport about

the Swallow's history, and each took a

ride in the airplane. Many of the vol
unteers who helped restore the 1927
biplane were on hand, as were Lisa
Edgar and her brother, Bruce Edgar, a
private pilot from Milwaukee. Pioneer
Airport volunteer John Edgar had lo
cated Lisa and Bruce. Research on the
Swallow's history had discovered that
Lisa, Bruce, and John were direct rela
tives of Lou Edgar's husband, Ellis.
Before their visit to Oshkosh, Lou
Edgar's granddaughters and great
granddaughter didn't have a particular
interest in aviation, but they greatly
enjoyed their visit to the EAA AirVen
ture Museum and now are eager to
learn more about their ancestor. Lou
Edgar would be proud!
~

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE

EAA ARCHIVES.

Send your answer to

EAA, Vintage Airplane, P.O.
Box 3086, Oshkosh, WI
54903 -3086 . Your answer
needs to be in no later than
August 10 for inclusion in
the October 2007 issue of

Vintage Airplane.
You can also send your
response via e-mail. Send
your answer to mysteryplane@
eaa.org. Be sure to include
your name, city, and state in
the body of your note, and
put "(Month) Mystery Plane"
in the subject line.

APR I L ' S MYSTERY ANSW E R

As regular readers of this

column know, on occasion we run a
true Mystery Plane, that is to say, one
whose identity we've been unable to
confirm . Our April subject was one
such mystery, as neither the supplier

of the photo, Wes Smith, nor I have

any solid clues as to its identity. The
twin fins are certainly a distinguishing
feature, as are the four ailerons, with
a slave strut between each wing's
control surfaces. Beyond those two

clues and the numeral 7 on the fin, it

looks like one of the many copies of a
Curtiss "headless" pusher built during
the latter end of the pioneer era of
aviation. If anyone has any further
information, please pass it along.
V I NTA GE AIRP L A NE

31

BY DOUG STEWART

You're slipping!

"You're slipping, Doug," my best friend

told me, as I confessed that I had totally
missed the deadline for sending an article
to be published in last month's issue of
Vintage Airplane. And sure enough, if I go
by a couple of definitions I found in the
dictionary, the term "slipping" would
certainly apply. The dictionary defined
slipping as "pass or change to a lower,
worse or different condition, typically
in a gradual or imperceptible way." It
also included this definition: "Behaving
in a way that is not up to one's usual
level of performance." I must confess to
exemplifying both definitions.
But the dictionary also had this
definition of slipping: "A sideways
movement of an aircraft in flight ... ,"
and it was relative to that definition
that I received the following e-mail
from a reader:
"I have a question on forward slips to
lose altitude for landing (no flaps) . I was
taught many years ago to slip 'low wing
into the wind,' and I have done so for a
long time. Recently, though, I have seen
where that could cause some trouble, so
here is the scenario. We are landing on
Runway 36, winds are 330 at 8. We could
put the left wing down into the wind
with the nose headed about 030 degrees
and land left main wheel first. Wind gusts
play havoc on all that wing area pointed
into the wind, and a go-around would be
tough in underpowered planes (the reader
flies a Taylor E-2), as we are low and trying
to climb in a crosswind to the runway
heading or to the left upwind leg.
"All can be done safely, but not
without some careful stick and rudder.
The alternative is to point the nose into
the wind (heading 330 degrees) and
slip with the right wing down . Now,
transition to landing on the left main
32

JULY 2007

wheel is a little tougher, but wind gusts

have almost no effect on the plane
during approach, as the area into the
wind is greatly reduced and go-around is
easy by leveling the wings and climbing
into the wind to join the crosswind leg
of the pattern."
This reader had indeed shown a great
understanding of the dynamics of a
forward slip, when the wind is blowing.
He had obviously thought the situation
through and then flew his scenarios to
confirm his beliefs. Reading between the
lines I could also assume that this reader
had some good stick-and-rudder skills!
But before I get to my answer to this
reader, let's define not only a forward
slip, but a sideslip as well. Over the
years I have found that confusion about
the two (forward slip versus sideslip)
exists in more pilots than I might have
thought. Understanding the difference
between them is crucial to answering
this question.
A forward slip is a maneuver that is
used to lose altitude. In aircraft without
flaps it is used regularly to keep an
airplane on the glide slope as it descends
down final approach for landing. (It
is also used regularly in aircraft with
a tandem configuration, when flown
from the back seat, so as to afford a view
of the runway when on final approach.)
In a forward slip the longitudinal axis
of the aircraft is pointed away from
the direction of flight while the wing
pointing in the forward direction of
the airplane is lowered. Whereas this
maneuver can be used in curving flight
(as in the turn from base leg to final in
the traffic pattern), it is most typically
used on final.
In that situation the nose is turned
away from the extended centerline of

the runway, using rudder to achieve

this, while simultaneously the wing
toward the runway is lowered using
aileron. This configuration produces a
great amount of drag, as the fuselage is
now facing into the relative wind and
the airplane increases its descent rate
without accelerating. Exactly what we
need if we find ourselves above the glide
slope on final.
This maneuver is not limited to
aircraft without flaps. In fact, the practical
test standards for every certificate from
sport pilot through commercial pilot
include the forward slip as a maneuver
to be tested. Indeed, proficiency with
the maneuver is integral in a situation
when you find yourself in an airplane
whose engine has ceased to function
and your only landing area is a small
one surrounded by high obstacles. This
would not be the time to find out that
the first two definitions of slipping used
in this article apply.
Let us now define a Sideslip. The
sideslip is a maneuver that is used in
landing in a crosswind. It allows us to
maintain the longitudinal axis of the
aircraft with the direction of travel
(ideally right down the centerline of the
runway) without drifting. If the airplane
were to be viewed without any form of
ground reference it would appear to be
drifting (slipping) in the direction of the
lowered wing. When we add a ground
reference (the centerline of a runway)
the airplane is still slipping to the side,
but the blowing wind counters this
sideways motion over the ground, and
the airplane remains centered over the
runway centerline.
In a sideslip, if you find that you
are drifting away from the centerline,
into the wind, raise your lowered wing

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slightly and reduce the amount of

opposite rudder you have been holding.
(As in the forward slip, the rudder
is controlling the longitudinal axis
[heading], and the ailerons, the bank.)
Conversely, if you are drifting away
from the runway centerline and away
from the wind, lower the windward
wing some more and add more opposite
rudder to maintain heading with the
runway centerline.
Let's hope all of this has made sense
to you. If not, it is possible that my
verbal skills might be slipping, but that's
another story. Again, understanding the
difference between a forward slip and
a Sideslip is important in my answer
to the reader's question about forward
slips. My answer now follows.
For what it is worth, I teach the first
technique you describe, "low wing
into the wind." That's because for the
vast majority of pilots it is much easier
to transition into the correct, wing
low Sideslip required for the landing.
Let's take your scenario. If you were
descending in a forward slip with your
right wing low, the airplane would be
less susceptible to gusts in that heading.

However, in order to land, you would

still need to swap everything around and
get the left wing low (not as low as in
the forward slip) with the nose pointing
in the direction of your travel (ideally
aligned with the runway heading), thus
converting a right-wing-low forward slip
to a left-wing-low sideslip. If the wind is
gusting, and there are any obstacles to
create orographic turbulence, this could
be a very challenging maneuver.
By forward slipping with the wing
into the wind as the low one, the
transition to the sideslip required for a
crosswind landing is much simpler, with
much less risk. If the need to go around
arises, I do not find the transition to the
crab into the wind that would then be
required to be that difficult.
You certainly display a great
understanding of the dynamics of both
situations, and also don't seem bothered
about putting either wing low. You
seem to understand the pros and cons
of either way of doing it, and I would
assume you are also comfortable in either
configuration. So I would suggest that
you do what works best for you. If you
have the dexterity of hand, foot, and eye

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to transition from one side to the other,

then it shouldn't be a problem.
The bottom line is that you need to
end up with the proper wing low to
counter the crosswind in the sideslip
for landing.
As an aside, I have flown with many
pilots who, until I point out the problem,
will only slip in one direction, regardless
of what the wind might be doing. It's
kind of like ice skating or skiing, where
it is much easier to "cross one leg over"
or turn in one direction than it is in
the other. Many pilots, especially those
flying airplanes with side-by-side seating,
are only comfortable slipping with the
left wing low. Depending on the wind,
however, we need to be able to slip with
either wing low.
There might also be a situation when
we will have to transition from having
the left wing low to having the right wing
low. Suppose we are flying a left base leg
in the traffic pattern and realize we are
high. To compound the situation, there
is a crosswind blowing from the right
side of the runway. We would now have
to set up a forward slip with the left wing
low while on the base leg, maintaining
that forward slip through the turn to
final. Then once on final we will have
to transition to having the right wing
low. It is a maneuver that requires some
dexterity. As an aside, it is a maneuver
that all of my clients receiving tailwheel
transition training in my PA-12 must
demonstrate proficiently.
If it has been some time since you last
practiced this maneuver, you might find
that the first two definitions of slipping
mentioned at the beginning of this article
are the ones that apply to your skills in
slipping your airplane. So the next time
you are flying, practice a few forward
slips. Then when there are blue skies,
with tail winds that shift to crosswinds
on your landing, you will be prepared.
We welcome members' input and
questions for Doug. Please send your
questions to Doug at doug@dsflight.com
or directly to us at Vintage Airplane, EAA,
P.O. Box 3086, Oshkosh, WI 54903-3086.
Doug Stewart is the 2004 National CFI
ofthe Year, a NAFI Master Instructor, and a
designated pilot examiner. He operates DSFI
Inc. (www.DSFlight.com). based at the
Columbia County Airport (lBl).
~

Phil and Connie Wells

Rutherfordton, NC

_ Phil began flying as a flight surgeon

in the early 7980s
_ Retired anesthesiologist
_ Currently flies a Maule M6 235
and a restored Luscombe 8

"Connie and I have depended on AUA from the outset of our

flying. It is a comforting feeling knowing they are there if we
need them. Their service has been excellent. We look for many
more years together."

-Phil Wells

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BY BUCK HILBERT

Restoration choices

A friend contemplating getting in

volved with a restoration asked me,
"Which is the better choice, an an
tique or a classic/contemporary?" I
tried to answer.
First, let's identify which is which.
For EAA/VAA Judging standards, we
classify them this way:
Antique
An aircraft constructed by the orig
inal manufacturer, or its licensee, on
or before August 31, 1945, with the
exception of certain pre-World War
II aircraft models that had only a
small postwar production. Examples:
Beechcraft Staggerwing, Fairchild 24,
and Monocoupe.
Classic
An aircraft constructed by the origi
nal manufacturer, or its licensee, on or
after September 1, 1945, up to and in
cluding December 31, 1955.
Contemporary
An aircraft constructed by the origi
nal manufacturer, or its licensee, on
or after January 1, 1956, up to and in
cluding December 31,1970.
To begin your decision process, ask
yourself a few questions. If you can
answer them in an affirmative way,
then the choice is easy.
Are you looking for something
to fly for fun, a real airplane to look
at and be admired? Then consider
the antique.
If you want transportation, and
want to go places, then consider the
classic or a contemporary airplane
Okay, if you've got that settled, here
are a few more things to consider.
Antique airplanes are pretty basic.
36 JULY 2007

Usually they're built of fabric, wood,

and tube. Only a few have electrical
systems, and they are equipped with
older engines and no modern technol
ogy. They are also sometimes fragile
and need a lot of tender loving care.

"Which is
the better
choice ...
First, let's
identify which

is which ...

Their engines may be "old school,"

not the 2,000-hour overhaul type
we've become accustomed to, and re
placement parts are difficult to find
for these old engines. Forced landing
procedures had better be foremost in
mind when flying behind these old
guys, and routine maintenance is the
order of the day requiring tolerance
of oil leaks, spattered grease, an Arm
strong starter (hand propping), and
lots of patience. The lack of an electri
cal system can be a problem for some
folks. Flying one is a bit like trying to
drive an antique car on modern free
ways. One more consideration is try
ing to find a knowledgeable airframe

and powerplant mechanic with an in

spection authorization to lean on for
advice, and if you need work done,
mechanical expertise.
To protect your investment and to
take care of those routine preventive
maintenance items, a hangar is an ab
solute necessity, along with the sup
port tools and equipment.
Meanwhile, the classic is probably
an airplane you first flew as you learned
to fly. Perhaps it was the airplane you
first soloed, or was an upgrade for in
strument and cross-country flights .
With its electrical system and "push
button" starter, and with a more mod
ern engine that uses higher-octane
fuel and has more reliability, you may
find that helps you with your deci
sion. Longer time between overhauls,
and better parts availability, can also
strongly influence your choice.
The classic also makes cross-coun
try flights routine. Modern navigation
equipment and instrumentation can
be installed, and the conveniences we
have become accustomed to make life
just a bit easier.
Many classics are made of metal
and, in a way, offer the convenience of
having their own hangar. Their newer
engines can be run with modern oils
and high-octane fuel available most
anywhere. And the fact that there
is no need to find a qualified "prop
man" is a plus right from the "start."
Airframe parts availability is an
other consideration with the classic.
Usually the type clubs are more active
and have many more members. In
some cases tech reps are available with

club membership. And there are many

more salvage and parts dealers who
deal with these airframes out there.
The technicians of today are more fa
miliar with the engines and airframes,
and preventive maintenance becomes
a good deal easier, often requiring just
a wash and clean.
The more advanced engine presents
fewer problems, often requiring only
occasional routine oil changes and
minimal attention. The same is true
with the airframe. An occasional wash
and lube job is about all it takes, along
with cleaning and polishing to keep it
looking good.
Keep an eye on possible corrosion;
prevention is the word. Most of these
old metal airplanes are 60 and 6S years
old and showing their age.
I don't mean to minimize the effort
it will take to restore either of these
types. Unexpected expenses will crop
up. The engine may need extensive
(and expensive) parts replaced, and
both the airframe and the engine may
have service bulletins and airworthi
ness directives to be complied with.
The same is true for the accessories.
A number of supplemental type cer
tificates may have to be used to up
grade and increase reliability of the
aircraft. New alternators, lightweight
starters, electrical components, brakes,
and other modern parts have been ret
rofitted to these older classics, which
not only increases the reliability of the
airplane, but also decreases operating
costs and downtime.
The expense is another big consid
eration. Aside from the pride of own
ership and the personal satisfaction in
accomplishing a restoration, you may
never recover all the effort and money
you will have put into the project.
This may sound ridiculous, but if
you can walk up to a pit, toss a couple
hundred-dollar bills down that hole,
and not feel regret, then you are ready
to begin a restoration. How much is
personal satisfaction in accomplishing
the project worth to you? For most re
storers, it's priceless.
Over to you,

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VINTAGE AIRPLANE

37

The following list ofcoming events is furnished to our readers as a matter of information only and does not consti
tute approval, sponsorship, involvement, control, or direction ofany event (fly-in, seminars, fly market, etc.) listed.
To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903
3086. Or e-mail the information to: vintageaircraft@eaa.org. Information should be received four months prior
to the event date.
JULY 4-Mt. Morris, IL-Ogle County Airport

AUGUST lS-lS-Long Island , NY- Bayport

(C55) EM Chapter 682 Flyln Breakfast

7am-llam For information call Dr. Glen
Orr 815-735-7268
JULY 6-8--Alliance, Oh (2Dl)-Taylorcraft
and Ohio Aeronca Aviator's Fly-In . See the
airplanes built in Alliance, OH & Middletown,
OH and the people that built them. Camping,
motels, food all day. fbarber@alliancelink.com
330823-1168 bwmatzl1ac@yahoo.com
216 337-5643 http://www.oaaf/y-in.com.
see www.barberaircraft.com for airport
diagrams . Breakfast served Sat & Sun 7AM
to 11AM by EM Chapter # 82
JULY l 4-Zanesville, OH- Parr Airport (OH36)
EAA Ch apter 425 Pancake Breakfast 8 :00
AM till 2:00 PM All you can eat pancakes,
sausage and drink $5.00 for adults
$2.50 for children under six. Lunch items
served after 11:00PM Contact: Chuck
Bruckelmeyer (740) 454-7487
August 4-Sunriver, OR-Sunriver Airport (S21)
16th Annual "Wings and Wheels " vintage
planes and vintage cars 8 :00am-4:00pm
Free food, fuel discounts for exhibitors
Judging at 1:00pm- Great prizes Info:
Brian Lansburgh , Airport Mgr. (541) 593
4603 blansburgh@sunriver-resort.com
AUGUST 5-Queen City, MO-Applegate Airport
(15MO). 20th Annual Watermelon Fly-In &
BBQ. 2pm 'til dark. Come and see grass roots
aviation at it's best. Info: 660-766-2644
AUGUST 5-Chetek, WI-Southworth
Municipal airport (Y23). BBQ Fly-In .
10:30am Warbird displays, antique and
unique airplanes, antique & collector car
displays , and raffles for airpl ane rides.
Procedes will be given to local charities.
Info: Chuck Harrison - Office 715-924
4501 , Cell 715-456-8415, fixdent@
chibardun .net; Tim Knutson - Home
715-237-2477 , Cell 651-308-2839,
n3nknut@citizens-tel.net
AUGUST l7-l9--McMinnville, OR-25th Annual
West Coast Travel Air Reunion Come Celebrate
the Rebirth of the Travel Air. Expected to be
the largest gathering of Vintage Travel Airs
in recent times. Held in conjunction with the
Northwest Antique Airplane Club Event. Info:
Bruce McElhoe 559-638-3746
AUGUST l 8--Forest Lake, MN-(25D}-Airport
Fly-in and Open House lOam - 4pm. 24-hour
gas and 24-hour grass: 3000-foot 31/ 13.
Forest Lake Lions serve brats, corn-on-the
cob and ice cream. 100LL is available John
Schmidt EM 250021 st. Paul, Minnesota
6517761717

(23N) Annual Antique Aeroplane Fly-In

Old time movies , popcorn, pig roast , flour
bomb drop and spot landing contest with
the days ending in the in famous " Sheep
Shagger Baa For more info www.MCGNY.
org or email Stuart Bain at Sbain@
emediaofny.com
AUGUST lS-Brookfield, WI-Capitol Airport
(02C) . Ice Cream Social and vintage
Aircraft Display, VAA Chapter 11. Dean
London , 262-442-4622
AUGUST 25-Niles MI- Jerry Tyler Memorial.
Airport (3TR) VAA Chapter 35 Annual Corn
& Sausage Roast Lunch served 11:00am
to 3:00 pm . Rain date on Sunday, August.
26th Donations of $5.00 for adults and
$3.00 for children under 12 Contact Len
Jansen tripacerlen@yahoo.com
SEPTEMBER l - Marion, IN-Marion
Municipal Airport (MZZ). 17th Annual
Fly-In Cruise-In. 7:00am until 2:00pm.
This annual event features antique ,
classic, homebuilt, ultralight and
warbird aircraft as well as vintage cars,
trucks, motorcycles , and tractors . An
all-you-can-eat Pancake Breakfast is
served, with ali proceeds going to the
local Marion High School Marching
Band . www.FlylnCruiseln.comlnfo: Ray
Johnson (765) 664-2588 or rjohnson@
indy.rr.com
SEPTEMBER l -Zanesville, OH-Riverside
Airport (OH36) EM Chapter 425 Pancake
Breakfast 8:00 AM till 2 :00 PM All you
can eat pancakes , sausage and drink
$5.00 for adults $2.50 for children under
six. Lunch items served after 11:00PM
Contact: Chuck Bruckelmeyer Phone:
(740) 454-7487
SEPTEMBER 2-Mondovi , WI-21st Annual
Log Cabin Airport Fly-In. Doug Ward , Owner/
Operator, 715-287-4205. Lunch @ noon.
SEPTEMBER 8-Newark, Ohio-Newark
Heath Airport (VTA) Annua l Fly-In/ Drive
In Breakfast "Pancakes and More ,"
Young Eagles Flights, Vintage Airplanes,
Classic Cars , Tom McFadden 740-587
2312; email : EAA402@adelphia.net
SEPTEMBER S-Mt. Morris, IL-Ogle County
Airport (C55) EM Chapter 682 Fly-In
Breakfast 7am-12pm For information call
Dr. Glen Orr 815-735-7268
SEPTEMBER 2l-22- Bartlesville , OK-Frank
Phillips Field (BVO) . 51st Annual Tulsa
Regional Fly-In. Antiques, Classics,
Light Sport, Warbirds , Forum, Type

38

JULY 2007

Clubs . Info: Charlie Harris 918-622

8400 www.tulsaf/yin .com
OCTOBER 5-7-Camden, SC-Kershaw
County Airport (KCDN) . VAA Chapter 3
Fall Fly-In. All classes welcome. BBQ
on field Fri. Even ing. EAA judging ali
classes Sat. Banquet Sat. Nite. Info:
Jim Wilson 843-753-7138 or eiwilson@
homexpressway. net
OCTOBER 5-7-St. Louis, MO-Creve Coeur
Airport (lHO) The Monocoupe Club Fly-In &
Reunion www.monocoupe.com
OCTOBER lO-l4-Tullahoma, TN- " Beech
Birthday Party 2007" Staggerwing,
Twin Beech 18, Bonanza , Baron,
Beech owners& enthusiasts. Info 931
455-1974

,,'"

2007MAJOR
FLy-INS
For details on EM Chapter fly-ins and other local avi
ation events, visit www.eaa.orgjevents

GArlington EAA Ry-ln

Arlington Municipal Airport (AWO). Arlington, WA
July 11-15, 2007

www. NWEM.org
1

EAA AlrVenture Oshkosh

Wittman Regional Airport (OSH), Oshkosh, WI
July 23-29,2007
www.AirVenture.org

EAA Mld-Eastem Regional Ry-ln

Mansfield Lahm Airport, Mansfield, OH
August 25-26, 2007
http://MERFl.info

Virginia Regional EAA Ry-ln

Dinwiddie County Airport (PTB), Petersburg, VA
October 6-7, 2007
www.VAEM.org

EAA Southeast Regional Ry-In

Middleton Reid Airport (GZH). Evergreen, AL
October 12-14, 2007
www. SERFI.org

Copperstate Regional EAA Ryln

Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007
www.copperstate.org

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Classified Word Ads: $5.50 per 10 words, 180 words maximum , with boldface lead-in on
first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20
per inch . Black and white only, and no frequency discounts .
Advertising CloSing Dates: 10th of second month prior to desired issue date (i.e., January
10 is the closing date for the March issue). VAA reserves the right to reject any advertising in
conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted
via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or
e-mail (c/assads@eaa.ortJ using cred it card payment (all cards accepted). Include name on
card , complete address, type of card, card number, and expiration date. Make checks payable
to EM. Address advertising correspondence to EM Publications Classified Ad Manager, P.O .
Box 3086, Oshkosh , WI 54903-3086.

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VINTAGE AIRPLANE

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
EAA's VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
President
Geoff Robison

Vice-President

George Daubner

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724
cllie(7025@aol.com

2448 Lough Lane

Hartford, WI 53027
262-673-5885
l'tla!1yboy@msfl.col1l

Secretary
Steve Nesse

Treasurer
Charles W. Harris

2009 Highland Ave.

Albert Lea, MN 56007
507-373-1674

7215 East 46th 5t.

Tulsa, OK 74147

918-622-8400

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cwh@hv5l1.com

DIRECTORS
Steve Bender

85 Brush Hill Road

Sherborn, MA 01770
508-653-7557
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Jeannie Hill

P.O. Box 328

Harvard, IL 60033-0328

815-943-7205

dinS}/(w(alowc.net

David Bennett

Espic "Butch" Joyce

375 Killdeer Ct

704 N. Regional Rd.

Greensboro, NC 27409
336-668-3650
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916-645-8370
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John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507 -263-2414
l11jb{i..'llld(glrcollllfct.C0111

Dave Clark

635 Vesta l Lane

PlainfIeld, IN 46168

317 -839-4500
davecpd@iqllest.flet
John S. Copeland

1A Deacon Street
Northborough, MA 01532
508-393-4775
(opela1ld l@jlUlO.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

sskrog@llol.col1l

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633
/umper@execpc.com

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-491-9110

gellemorris@cllIlrter.net

Phil Coulson

Dean Richardson

28415 Springbrook Dr.

Lawton, MI 49065
269-624-6490

1429 Kings Lynn Rd

Stoughton, WI .53589
608-877-8485
dar@apri/aire.com

reali/soilS 16@cs.col1l

Dale A. Gustafson

7724 Shady Hills Dr.

Indianapolis, IN 46278

317-293-4430

dale(aye@msn.com

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 532 13
414-771-1545
shsdllllid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@c1wrter.net

E.E. "Buck" Hilbert

8102 Leech Rd.
Union, IL 60180
815-923-4591
buck7ac@dls.llct

Ronald C. Fritz

15401 Sparta Ave.

Kent City, MI 49330

6 16-678-5012

rFritz((PpathwaYlIel.com

Directory

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircra{t.org, www.airventure.org, www.eaa.org/memberbenefits

E-Mail: vil1tageaircra{t@eaa.org
EAA and Division Membership Services
Flying Start Program ............ 920-426-6847

800-843-3612 ............. FAX 920-426-6761

Library Services/Research ........ 920-426-4848

Monday-Friday CST)
(8:00 AM-7:00 PM
Medical Questions......... ..... 920-426-6112

Technical Counselors ........... 920-426-6864

-New/renew memberships: EAA, Divisions

Young Eagles ............ ...... 877-806-8902

(Vintage Aircraft Association, lAC, Warbirds),

National Association of Flight Instructors
Benefits
(NAFI)

AUA Vintage Insurance Plan ..... 800-727-3823

-Address changes

EAA Aircraft Insurance Plan ..... 866-647-4322

-Merchandise sales

Term Life and Accidental ........ 800-241-6103

- Gift memberships

Death Insurance (Harvey Watt & Company)

EAA Platinum VISA Card .. 800-853-5576 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan .... 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Car Program
............................. 732-885-6711
.......................... 877-GA1-ERAC

Auto Fuel STCs ................ 920-426-4843

Editorial ...... ................ 920-426-4825

Build/restore information .... ... . 920-426-4821

VAA Office ................ FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876

Education.... .... ....... . .. ... 888-322-3229
- EAA Air Academy
EAA Aviation Foundation
- EAA Scholarships
Artifact Donations ............. 920-426-4877
Flight Advisors information ...... 920-426-6864
Financial Support. . . . . . . . . . . .. 800-236-1025
Flight Instructor information ..... 920-426-6801

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, includ
ing 12 issues of SPORT AVIATION. Family
membership i5 an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
Foreign Postage.)

EAA SPORT PILOT

Current EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membership and EAA SPORT
PILOT magazine is ava ilabl e for $40 per
year (SPORT AVIATION magazine not in
cluded). (Add $16 for Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION

C u rrent EAA members may join the
Vintage Aircraft Assoc iati on and receive
VINTAGE AIRPLANE magazine for an ad
ditional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membersh ip in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

lAC

Current EAA members may join the

International Aerobatic Club, Inc. Divi
sion and receive SPORT AEROBATICS
magaZine for an additional $45 per year.
EAA Membership, SPORT AEROBAT
I CS magazine and one year membership
in the lAC Division is available for $55
per year (SPORT AVIATION magazine
not included). (Add $18 for Foreign
Postage,)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magaZine for an additional $45
per year.
EAA Membership, WARBIRDS maga
zine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.

Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyright 2007 by the EM Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750: ISSN 009t -6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Avia
tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane.
PO Box 3086, Oshkosh. WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsmail.com. FOR
EIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee

or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor. VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.

EM and EM SPORT AVIATION, the EM Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40

JULY 2007

~ct\ 80~S

COtlCER'T

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13

presented by: Ec\ipse fwiation

& ford to\otor Company